Load brake device.



W. V. TURNER. LOAD BRAKE DEVICE. APPLIQATION rIL-m Nov. 20,1008.

Patented Sept. 24,1912.

2 SHEETS-SHEET 1.

W. V. TURNER. LOAD BRAKE DEVICE. APPLICATION FILED NOV. 20, 1908'.

Patented "Sept. 24, .1912

-2 SHEETS-SHEET 2.

. 1,0aaaao.

' State of Pennsylvania equipment adapted to give brake system.

predetermined degree,

than? -VVAL'ILEIEL V. TURNER, OF EDGEWOOI), PENNSYLVANIA,

ASSIGNOR TO THE WESTING- HOUSE AIR BRAKE QOMPANY, 0F PITTSBURGH, PENNSYLVANIA, CORPORATION 7 OF PENNSYLVANIA.

Specification of Letters Patent.

LOAD BRAKE DEVICE.

Patented Sept. 24, 1912.

Application filed November 20, 1908. Serial mi; 463,607.

To all whom it may concern:

.Be it known that I, WALTER-V. TURNEit? a citizen of the United States, residing at Edgewood, in the county of Allegheny and have invented new and useful Improvements in Load Brake Devices, of which the following is a specification. i

This invention relates to fluid pressure brakes, and more particularly to a brake light or heavy braking power according as the car is light or loaded.

Oneobject of my invention is to provide means for automatically adjusting the load brake apparatus for light or heavy braking at predetermined degrees of pressure in the According to this feature of my improvements, when the brake system becomes charged up to a certain predetermined degree of pressure, the load brake apparatus on each car of the train is auto-' matically shifted to the'lig-ht load position, so as to prevent excessive braking power and sliding of wheels on such empty cars as may have had the load brake apparatus inadventently left in load position. In a like manner, the present apparatus is adapted, whenever the pressure in the brake system becomes reduced to a certain to automatically shift the load brake apparatus on those cars adjusted for light load braking to the position for obtaining heavy braking power and) this feature gives needed assistance in many cases, for example, in operating on grades, should the pressure in the brake system become reduced to an undesired degree by reason of frequent brake applications, or otherwise, the braking power is correspondingly reduced in subsequent brake applications with the ordinary equipment, but with the present apparatus, by reason of the parts automatically going to the heavy load braking position on the light cars, the braking power of the train as a whole is considerably augmented.

Another object of my improvements, relating to load brake apparatus employed in connection with a triple valve device having the so-called retarded release feature, is to provide means for regulating the rate of brake cylinder release in the restricted and the full release positions to correspond with the adjustment of the load brake apparatus to the light or the lravy load position.

Still another object of my invention is to provide a load brake apparatus adapted to permitthe employment of an ordinary triple yalge device having usual sized ports as used in service.

In the accompanying drawing, Figure 1 is a central sectional view of a car air brake equipment embodying a preferred form of my improvements and showing the apparatus for adjusting the braking power according to the load, with its parts in the position assumed when the pressure in the brake system has reduced to a certain' pre detemined low degree or all the'air is out' of the system; Fig. 2 a similar view of the load brake adjusting portion .of the above equipment, illustrating the positions assumed by the parts, with the brake system charged up to a certain predetermined pics sure and the handle for manually controls ling the apparatus in heavy load position; Fig. 3 a similar view, showing the parts with the system charged up to a certain pressure and the handle in the light load position; so and Fig. 4 a central sectional view of the retarded release triple valve device employed in connection with the load brake apparatus, showing the parts in the retarded release position. i

In order to obtain braking power on a car to correspond with either the-light-or the loaded condition of the car and at, the same time maintain the relative capacity of reservoir and brake cylinder ,uniform in each case, employing a single triple valve device, it has heretofore been roposed to provide an additional reservoiradapted to -be cut in with the usual auxiliar reservoir for heavy load braking, and-an a ditional brake cylinder of a size to correspond with the combined reservoir capacity and therefore,

while most of the features of my improvements are adapted to beemployed with various other forms of load invention is shown in the drawings applied to an apparatus of the above type, and comprises the usual auxiliary reservoir 1, additional reservoir 3, which may be united in one casing 2 with the auxiliary reservoir, 105 and a large brake cylinder 4, corresponding. in size with the combined volumes of the two reservoirs, and containing brake piston 5.

brake apparatus the 6 which corresponds in capacity with the i position in which a restricted portion 67: of the cavity 65 connects said ports, so as.

'to restrict the flow'bf air from the brakef chamber 13 to one face of the load valve .9

usuallsi'ae auxiliary reservoirv 1.

- The triple valve device" employed for con trolling thefluid pressure in theprake cylinders is shown in the drawings with the socalled retarded release'feature-in order to illustrate certain features of my improvements, and comprises a casing 7 having piston chamber containing triple valve piston .61.'and:valve chamber 62 containing main slide valve 24 and auxiliary valve 63 mounted on and having a movement rel.a--

tive to said main valve. The triple valve device is provided with a yielding resistance device 64 for opposing the movement.

of the parts from normal full release posi tion in which cavity in the'ma'in valve connects the brake cylinder port 1 66 with the exhaust'port'23 to the retarded release cylinder through the triple. valve exhaust port.

The load brake'controlling or changeover valve mechanism comprises a suitable casing 8, preferably interposed between the reservoir casing 2.and the triple valve casing? and provided with a difierential piston chamber having chambers 9 and 10 of different areas for containing a differential piston 11.

Piston 11 controls the regulating I or change-over ,slide valve 12 contained in valve chamber 13 and provided with a cavity 14 adapted to connect-a port 15 leading to the reservoir 3 with port 16 leading to the auxiliary reservoir 1, cavity 17 adaptedto connect port 18 leading to the small brake cylinder'with port 19- leading to the larger brake cylinder, and a cavity 20 adapted I to connect an atmospheric exhaust port 21 with ports 22 and 23 leading to the seat of the main slide valve 24: of triple valve de vice 7, in the heavy load posit-ion of the piston 11. The smaller area of piston. 11

is constantly subject to the fluid pressure in valve chamber 13, which 1 communicates through a passage 26 preferably with the emergency check valve chamber 27 of the triple valve device 7 so that said piston is-subject to the pressure of the brake system at all times, it being understood that as the check valve 4.3 is never perfectly tight, even H if the train pipe pressure reduces, the pressure in the check valve chamber 27, and consequently the pressure in the valve chamber 13 will also reduce by leakage around said check valve to the train pipe. The port '26 may also be utilized for recharging theiadditional reservoir 3 and for this pur pose a passage is provided which connects port- 26 with port 15 leading to the additional're's ervoir and a non return check valve 71 is interposed in said passage to prevent back flow from the reservoir.

The oppositelarger face of piston 11. is

subject to the pressure of aspring 28. The 70 mechanism for manually controlling the load brake apparatus comprises hand levers 29 disposed on opposite sides of the car and operativelyfcomiected in a suitable manner to a valve-rod 30 for actuating a piston 5 valve 31 which is adapted to control a port 32 leading from piston chamber 10 and opening into the piston valve chamber 33. The piston valve 31 is subject on one side to the pressure of'a spring 34: which tends to maintain said piston valve at its inner position in which it seats so as to close a port 35 and also open the port 32.

.The load brake apparatus is adapted to be automaticallycontrolled by means of a 36, said valve-being adapted to seat and restrict the area open to said 'port so that fluid pressure acts only on a certa 11 area of the Valve 36 when in its sda 36 is open to the atmosphere through. aport 40 and the spring chamber of valve. 31 is also open. to the atmosphere through a port 41. Y

The spring-38 is; adjusted to valve 36 to open when the fluid in port 39 acting on the reduced area thereof attains a certain predetermined pressure, for eX ample, 60 pounds, and in operation, when the brake system is charged up, air frdm 105,

the brake pipe flows past the emergeny check valve 43 and through port 26 to value I chamber 13 and'thence through port 39 tie the piston valve 36. lVhen the pressure t rises to 60 pounds or other predeterminec pressure the valve 36 is lifted off its seam and is shifted to its extreme outer position, 3 in which it seats. Air is then admitted through port 35 and by means of a port 44 flows to the differential area of piston 15 11 so that the full area of'the piston on one side. is now subject'to the pressure of the system. The opposite face of the piston is open to the atmosphere through ports 32 and ll, and as the fluid pressure acting on the full area of piston 11 exceeds the resistance of spring 28, the piston and valve 12 are shifted outwardly, the piston being adapted to seat in its outer position so that v leakage to the atmosphere is prevented.

The change-over valve 12 is now in its light load position and communication is cut off between the two reservoirs and the two brake cylinders. In this light. load position the cavity 17 connects port 19 with an exreduced" j I ted posi- Fl tion. The outer spring face of piston valve 95 permit. the 100 5 position so long as l at the outer derxpiston through leakage is thus pre- 5 ventpd.

In applying the brakes with the change- -.over valve mechanism in light load position, the triple piston moves out and theusual service port 68 in the main slide valve is brought into register with the brake cylinder port 66 and air is supplied from the auxiliaryreservoir 1 to the small brake cylinder.

The parts are maintained in the light load the pressure in'the brake system is above a certain predetermined point.

The spring correspond with a flllld pressure 0 0 pounds'acting on only a portion of the area of piston valve 36, it will be seenthat, in its openposition with the full area of the piston exposed to fluid pressure, it is necessary for the pressure to fall a certain'amount 2-5 below 6O pounds before the valve is returned by the spring, according to the relative full and's'eated areas of the valve. For example, the proportions may be such that the 38v having been adjusted to valve does not close until the'pressure fallsg to say 40 pounds and then the valve moving toits inner seat closes port 39 and the fluid n the 'difierential area of piston 11 flows 3 through port 44 and around piston valve 36, which is made a loose fit for that purpose, to exhaust port 40. By thus making the pressure at which the piston valve 36 operates ess than fifty'pound's or other-equalizing pressure, not operated by such reductions in train pipe pressureas are ordinarily made in effecting applications of the brakes. The fluid pressure'then only acts on the smaller area of the piston 11, under which condition, the spring 28 has sufficient resistance to shift the parts in which the reservoirs are connected, and the large brake cylinder is cut in. When the brakes are now applied or in case the brakes are already applied the braking '50 power is increased to correspond 'with the larger reservoir and brake cylinder volumes,

llght load position, the parts are adjusted to as will be understood. On loaded cars the to the heavy load position-and the piston '55 valve 31 is thereby shifted to itsouter seat, cutting oilexhaust port 41 and opening communication from port 35 to port 32 and so admitting fluid from' port 39 through ports 35 and 32 to the piston chamber 10 'face of piston 11. The piston 11 is thereupon shifted to the heavy load position, making the onnections hereinbefore described. The'pis on 11 is then maintained in its inner or heavy load position by the 5 spring 28, the fluid pressures acting on the position and it will be seen that the parts are to the inner heavy load position handle 29 is adjusted the pressure (apposite faces of the piston being balanced.

s adapted to seat when the pressure in the brake s stemnrcduces to 40 pounds, but if the manually controlled valve 31 is infits load position at that time, the port 35 being cut oil from supply port'39, fluid on theinner face thereof would leak'ofi through port 35 and exhaust port 40, so that the valve 31 is returned to its inner, position and the so far described the piston valve;:36 is piston 11 is opened to the exhaust port 41,

consequently causing the parts to to the light load pressure-in the stored, the load brake apparatus onf'all'afthe shi d j. 1 position. Thenwhen 'the: 3 brake system is-"againifl- 'cars would be adjusted to the lightfload 0,:

sition and the braking power on the lo ed cars would be the same as on the empty ears unless the brakemen reset the apparatus on loaded cars.

cally reset the tion when the instance, when the drop in pressure is only temporary and in order to maintain the ap pa'ratus on the loaded cars in heavy load poapparatus to the-light fposi;

sition under the above conditions means are provided. forreclucing'the amount of load acting on the valve 36 upon movement of the manually operated mechanism to load preferably consists of. an arm. 5O on the piston stem 30 having an abutment 51 against which the spring 38 is adapted to Thus with the parts in light load position the tension of the spring 38 may bear.

be adjusted so as to permit the valve to open i p .55 It is not desired in all cases to automatitrain pipe pressure falls, for

at 60 pounds as before, but upon shifting the piston rod 30 to the heavy load position,

the spring 38 is elongated and thereby its resistance to the movement of the valve ,36 1s correspondingly reduced, and only at a I considerably lower pressure, say 20 pounds,

for example, is the spring able to'return the piston valve 31 to its inner position. The manually operated mechanism is thus maintained in load position for ordinary changes in the pressure of the brake system and not until the pressure is reduced to 20 pounds or less is the same permitted to as sume its inner light load position.

It Wlll now be seen that with the handle'in justed to give heavy braking" power, but

when the pressure in the system falls to a certain predetermined point, those cars adare ad-- justed to the light position are automatically settojthe heavy load position, the loaded cars remaining set to loaded position, thus giving an increased braking power for the train upon applying the brakes, and when of the system is restored, those cars originally adjusted to light load posi- .tion are automatically reset to that position while those equipments originally adjusted to the heavy load position remain in that position. .When the pressure in the system. reduces to a low degree or entirely leaks oft the piston 11 is substantially balanced as to fluid pressure so that the, spring 28 shifts the piston to its load position,.and the fluid leaking off from the manually controlled valve 31, permits the spring 34 to shift the handle 29 to light load position. Upon connecting up the several cars in'a train, when the brake system becomes charged to the predetermined pressure the parts are shifted to light load position, and the brakeman may then adjust the handles'29 on the loaded cars to heavy loadfposition to secure the increased braking power on the loaded cars. v

- Where a triple valve device having theretarded release feature is employed with a load brake apparatus it is an important feature of my improvements to provide means for securing a relative rate of release both 'in the normal and in the retarded release porelease equipment and this port is constantly.

Iload position, 22 is connected by the cavity 20 with the exhaust port 21, so that the rate of release "SOT open through large cavity 20 in the slide valve 12 to exhaust port 21, In the heavy however, an additional port when the'parts are set to the load position is increased so as to correspond with the larger brake cylinder volume, and thereby permit the release on loaded cars to take place in substantially the same time as on the light cars. When the valve 12 is in its 3 light load position, the additional port 22 is 'cut off and port 23 and exhaust port 21 are connected through an extension 55. of restricted area, of the cavity 20, so that the rate of release in both full and restricted release positions of the triple valve device corresponds with'the ordinary small brake cylinder volume.

It is highly desirable to be able to employ an ordinary triple valve device having the usual size ports in connection with load brake apparatus, but on account of the large volume of the combined reservoirs, the decrease in reservoir pressure by the flow of air to the brake cylinder in service applica: tions is at a less rate through the usual service port of the triple valve than that at which the brake pipe pressure-reduces, so that there is some liability, by reason of the preponderating auxiliary reservoir pressure thus brought about, of the triple valve parts going to emergency application position and thereby causing undesired quick action. To

ervoir through port 15 and aoeaaao obviate this tendency one feature of my im-. provements, contemplates restricting the flow of air from the additional reservoir when the same is cutin'forheaVy load braking to a (:legree less than the flow through the triple valve service port, from the auxiliary reservoir to the brake cylinder, thus insuring that the rate of reduction of pres sure on the auxiliary reservoir side of the triple valve piston willbe sufiicient to prevent possible movement of the parts to emergency position. Preferably this is accomplished by restricting the port area of cavity 14 in the change-Over valve 12, so that the flow of air from the additional resport .16 is retarded the desired amount.

I have designed the apparatus-so that the usual'large brake cylinder passage 66,supplies air to the brake cylinders both in light and in heavy load braking and consequently the ports 18 and 19 and cavity 17 may bpf small size, as it is only'necessary by" this arrangement to supply sufiicient air through the port- 19 to thelarge brake cylinder to lift the same fromits seat, the'large'piston. being then open on its full area to. the supply of air coming through the main brakecyllnder passage 66. In some cases, in fact, I

may only close of]? port '19 from theatmosphere in shifting the change-over valve and depend upon leakage past the brake cylinder seat for producing the lifting pressure against the large brake piston.

Having now describedmy invention, what I claim as new and desire to ters Patent, is I a p 1. In a fluid pressure brake, the combination with anapparatus adapted to be adjusted to a light braking position or to a secure by Letheavy bra-king position,'of means operated upon a predetermined reduction in the pressure in the brake system for setting said apparatus to its heavy braking position.

2. In a fluid pressure brake, the combination with an apparatus adapted to be adjusted to a light brakingaposition or to a heavy braking position, of means automatically operating upon a partial reduction in 1 the pressure of the brake system for set-ting the apparatus to its heavy braking position.

3. In a fluid pressure brake,- the combination with an apparatus adaptedto be ad justed to a light brakingposition or to a heavy braking posit-ion, of means automatically operated upon a predetermined increase in the pressure of the brake system to a degree less than the normal pressure carried in the system for setting the apparatus to its light braking position and upon a decrease in the pressure of the brake system for adjusting the apparatus to its heavy braking position.

4. In a fluid pressure brake, the combination with apparatus for applying the brakes,

of means operating upon a predetermined decrease in the pressure of the brake system for increasing the force of a brake application.

g 5. In a fluid pressure brake, the combination with apparatus adapted to be adjusted for light braking power and for heavy braking power, of means operating according to the degree of pressure in the system for adjusting said apparatus from the light to the heavy braking position.

6. In a fluid. pressure brake, the combination with an apparatus for producing lightbraking power and heavy braking power,

of means operating upon a predetermined reduction in the pressure of the system for shifting said apparatus from its light to its heavy load position.

7. In a fluid pressure brake, the combination with an apparatus for producing light braking power and heavy braking power, of means operating upon increase of pressure in the brake system for shifting said apparatus to its light load position and upon a decrease of pressure to its heavy load position.

8. In a fluid pressure brake, the combination with a quick action triple valve device and an apparatus for giving either light braking power or"heavy braking power, of a valve device subject to the fluid pressure in the emergency check valve chamber for moving said valve device to heavy braking position'when the pressure in said check valve chamber becomes depleted and to light braking position when the pressure is increased.

9. .In a fluid pressure brake, the combination with a valve device adapted to be adjusted for light load braking and for heavy load braking, of a manually operated device for varying the fluid pressure on said valve device and a load valve means for also controlling the fluid pressure for operating said valve device, said load valve means being adapted to open at a predetermined degree of pressure in the brake system and close at a difierent degree of pressure. a

10. In a fluid pressure brake, the combination with a valve device adapted to be adjusted for light load braking and for heavy load braking, of a load valve means for controlling the fluid pressure for operating said valve device, said load valve means being adapted to open and supply fluid to actuate said valve device at a predetermined pressure in the brake system and close at a less pressure and manually operated means for controlling communication through which said load valve means supplies fluid to said valve device.

11., In a fluid pressure brake, the combina-- tion with an apparatus for producing either light load braking or heavy load braking, 65 of manually actuated means for adjusting said apparatus,

.ate the same automatically,

ulating the rate at which said apparatus and means governed by the pressure of the brake system for automatically operating said apparatus.

12. In a fluid pressure brake, the combination with an apparatus for producing either light load braking or heavy load braking, of manually operated means for adjusting said apparatus to the light and heavy load positions, a loaded valve means governed according to the degree-of pressure in the brake system for automatically operating and means controlled by the movement of said manuallyoperated means for varying the amount of the load acting on said valve means.

13. In a fluid pressure brake, the combination with a valve device adapted to be adjusted to give either light load braking or heavy load braking, and manually operated means for effecting the adjustment of said valve device, of a loaded valve for controlling fluid pressure on said valve device to operate the same automatically, and means governed by the movementof the manually operated means for adjusting the amount of the load acting on said loaded valve.

14:. In a fluid pressure brake, the combination with a "alve device adapted to be adjusted togive either light load or heavy load braking, and manually operated means for effecting the adjustment of said valve device, of a loaded valve for varying the fluid pressure on said valve device to operand means operating upon the movement of the manually operated means to its heavy load braking position for reducing the amount of the load I acting on said loaded valve.

15. In a fluid pressure brake, the combi-' l nation with an apparatus adapted to be adjusted for light l'oad braking and for heavy load braking and a retarded release triple valve device having a normal full release position and a position in which the flow of air' from the .brake cylinder through the exhaust port is restricted, of means for regfluid is released from the brake cylinder in both release positions correspondingwith load adjustment. of said apparatus.

16. In a fluid pressure brake, the combination with an apparatus adapted to be adjusted to give brake cylinder and reservoir capacity according as the car is light or heavy, of'a retarded release valve mecha- 'nism having a full release position and a retarded release position in which the exhaust from the brake cylinder is restricted and means for regulating the rate of release in both release positions to correspond with the adjustment of said apparatus to either the light or the heavy load position.

17. In a fluid pressure brake, the combination with an auxiliary reservoir, an additional reservoir, and means for cutting in said additional reservoir for heavy) load braking, of means for restricting the flow of air from said additional reservoir in apply- I ing the brakes.

18. In a fluid pressure brake, the combination with a train pipe', auxiliary reservoir, triple valve, and brake cylinder, of an additional reservoir, means for cutting said additional reservoir in or out for heavy or light I cylinder,

load braking respectively, and means for retarding the flow of air from the additional reservoir 1n applying. the brakes in heavy load braking.

19. In a fluid pressure brake, the combination with a tram pipe, auxiliary reservoir, triple valve, and brake cylinder, of an addi tional reservoir, a valve mechanism for cutting said-additional reservoir in with the auxiliary reservoir for. heavy load braking and means for restricting the flow of air from the additional reservoir.

20. In a fluid pressure brake, the combination with a train pipe, triple valve, brake and auxiliary reservoir, of an 'additional brakecylinder adapted to be cut in for heavy load braking, said triple valve being adapted to supply air to either brake cylinder through the same outlet port.

21. In a fluid pressure brake, the combination with a train pipe, triple valve, auxiliary reservoir, and brake cylinder having permanent communication with a supply passage from the triple valve, of an addi-' tionalbrake cylinder open to the atmosphere in light load brakingand means for closing said atmospheric communication and for admitting air to the, additional brake cylinder through said supply passage in applying the brakes in heavy load braking.

1 22. In a fluid pressure brake, the co1nbination with-a train pipe, triple valve, auxiliary reservoir, and brake cylinder having a main air supply port constantly communicating therewith, of an additional brake cylinder and means for connecting said brake nussazzo cylinder with the atmosphere in light load raking and with the main air supply passage in heavy load braking, said triple valve being adapted to supply air through said mam supply passage to the additional brake cylinder in heavy load braking.

23. In a fluid pressure brake, the combination with an apparatus adapted to be adjusted either for light load braking pr for heavy load braking, of valve means governed by the pressure in the brake system for effecting the adjustment of said apparatus and a manually operated device for also efl'ecting ating said valve means, ofa valve device subject on one side to the pressure of the brake system and operating upon a predetermined reduction in pressure to vary the fluid pressure on one side of said abutment and thereby shift said valve means from light to heavy load position and a manually operated device for also varying the fluid pressure on said abutment to operate the same, said valve device being adapted in one position to eflect the shifting of said man-.

ually operated device from heavy to light load position.

In testimony whereof I have hereunto set my hand. .VVALTER V. TURNER.

Witnesses:

WM. M. CADY,

A. M. CLEMEN'rs. 

